RU2610927C1 - Hybrid vehicle control device - Google Patents

Abstract

FIELD: transportation.

SUBSTANCE: invention relates to hybrid vehicles. Control device for hybrid vehicle with internal combustion engine, electric motor, drive wheel and clutch coupling, wherein engine is separated from driving wheel for drive wheel driving by electric motor. Control device calculates required motive force based on driver action and starts up internal combustion engine, when required driving force is equal to or greater than start-up determination value. When vehicle is stopped, internal combustion engine is stopped and clutch pedal return value from position, in which clutch coupling is disconnected, or when engagement element displacement value, moving from position, in which clutch coupling is disconnected, into position, in which it is completely engaged, internal combustion engine start-up is prevented, even when required driving force is equal to start-up determination value.

EFFECT: preventing unnecessary engine start-up.

5 cl, 12 dwg

Description

FIELD OF THE INVENTION

[0001] The present invention relates to a control device for a hybrid vehicle that is equipped with a clutch controlled by a clutch pedal on a power transmission path between an internal combustion engine and a drive wheel and configured to output power from an electric motor to a power transmission path between a clutch and drive wheel.

State of the art

[0002] A hybrid vehicle is known in which an internal combustion engine and a motor generator are installed as a drive source for driving. In this hybrid vehicle, a non-automatic clutch, which is driven by the clutch pedal, is provided on the power transmission path between the driving power source for driving and the drive wheel. For example, a hybrid vehicle is known in which a rotation shaft of a motor generator is connected to an output shaft of an internal combustion engine through an automatic clutch, and an input shaft of a mechanical gearbox is connected to a rotation shaft of a motor generator through a non-automatic clutch (see PTL 1). In a vehicle according to PTL1, when the EV drive mode is selected in which the vehicle can only be driven by the torque of the motor-generator motor, the internal combustion engine stops and the automatic clutch disengages. When the accelerator opening becomes large and the requested driving force for the vehicle increases, the internal combustion engine starts and the drive mode switches to another mode. In addition, PTL 2 is a prior art document pertaining to the invention.

List of cited sources

Patent documents

[0003] PTL 1: Japanese Patent Application Publication No. 2011-037409

PTL 2: Japanese Patent Application Publication No. 2009-292313

Disclosure of invention

[0004] In a vehicle in which a clutch pedal is provided, the driver typically drives both the clutch pedal and the accelerator pedal to start the movement of the vehicle. In a vehicle from PTL 1, when the vehicle is parked in EV drive mode, the internal combustion engine is stopped. When the vehicle starts to move from this state, since the internal combustion engine is stopped, the driver cannot determine to what extent the accelerator pedal is activated based on the rotation speed of the internal combustion engine or the sound of the internal combustion engine. For this reason, the internal combustion engine can be started unnecessarily by unnecessarily hard pressing the accelerator pedal.

[0005] Accordingly, an object of the invention is to provide a control device for a hybrid vehicle capable of eliminating unnecessary starting of an internal combustion engine while the hybrid vehicle is starting to move.

[0006] The first control device according to the invention, which is applied to a hybrid vehicle including an internal combustion engine and an electric motor as a source of driving force for movement mounted therein, and a clutch configured to change the position of the engaging element relative to the engagement element on the path of power transmission between the internal combustion engine and the drive wheel according to the action of pressing the clutch pedal, so as to be able to switch between the state of full adhesion, when the clutch element and the clutch element rotate as a whole, and power is transmitted between the internal combustion engine and the drive wheel, and the fully off state when the clutch element is the farthest separated from the clutch element, and power transfer between the internal combustion engine and the drive wheel is interrupted, the internal combustion engine is configured to separate from the drive wheel to drive the drive wheel by means of an electric motor the trigger, includes means for starting the internal combustion engine to start the internal combustion engine when the required driving force calculated based on the driver’s action is equal to or greater than the start detection value, in which, when the vehicle is stopped and the internal combustion engine is stopped, and when the amount of clutch pedal return from the position of the clutch pedal, in which the clutch is fully turned off, less than the set value, or when the amount of movement a clutch moving from a position in which the clutch is fully turned off toward a position where the clutch is fully engaged less than a predetermined value, the starting of the internal combustion engine is prevented even when the required driving force is equal to the determination value launch.

[0007] According to the first control device according to the invention, when the amount of return of the clutch pedal is less than the set value, or when the amount of movement of the clutch element is less than the set value, the internal combustion engine does not start even when the required driving force is equal to the value of the start determination; Thus, even when the driver presses the accelerator pedal erroneously, even with a small amount of clutch pedal return, it seems possible to prevent the start of the internal combustion engine. For this reason, it seems possible to eliminate the unnecessary start of the internal combustion engine while the vehicle is in motion. In this case, it seems possible to prevent the deterioration of fuel economy. In addition, since it is possible to eliminate unnecessary starting of the internal combustion engine, it is possible to eliminate an unpleasant sensation for the driver due to the sound of starting the internal combustion engine or vibration during the start of movement.

[0008] A second control device according to the invention, which is used in a hybrid vehicle, including an internal combustion engine and an electric motor mounted therein as a source of driving force for movement, and a clutch configured to change the position of the engaging member relative to the engagement member by power transmission paths between the internal combustion engine and the drive wheel according to the action of depressing the clutch pedal, so as to be able to switch between the state of full adhesion, when the clutch element and the clutch element rotate as a whole, and power is transmitted between the internal combustion engine and the drive wheel, and the fully off state when the clutch element is farthest separated from the clutch element, and power transfer between the internal combustion engine and the drive wheel is interrupted, the internal combustion engine is configured to separate from the drive wheel to drive the drive wheel by electric motors A la includes means for starting the internal combustion engine to start the internal combustion engine when the required driving force calculated based on the driver’s action is equal to or greater than the value of the start determination, in which, when the vehicle is stopped and the internal combustion engine is stopped, and when the amount of return of the clutch pedal from the position of the clutch pedal, in which the clutch is fully turned off, is small, or when the amount of movement of the clutch movement from a position in which the clutch is fully turned off toward a position in which the clutch is fully engaged is small, the start detection value is increased compared to when the clutch pedal return value is large or when the displacement of the engaging member is large.

[0009] According to the second control device according to the invention, when the amount of return of the clutch pedal is small, or when the amount of movement of the clutch element is small, the value of determining the start is greater than when the amount of return of the clutch pedal is large, or when the amount of movement of the clutch element is large; thus, it is possible to prevent the start of the internal combustion engine. For this reason, even when the driver mistakenly presses the accelerator pedal even with a small amount of clutch pedal return, it seems possible to prevent the start of the internal combustion engine. For this reason, it seems possible to eliminate the unnecessary start of the internal combustion engine while the vehicle is in motion. In this case, it seems possible to prevent the deterioration of fuel economy. In addition, since it is possible to eliminate unnecessary starting of the internal combustion engine, it is possible to eliminate an unpleasant sensation for the driver due to the sound of starting the internal combustion engine or vibration during the start of movement. On the other hand, when the driver intentionally strongly presses the accelerator pedal, for example, when the driver quickly begins to move the vehicle, the internal combustion engine starts. For this reason, it seems possible to start the movement of the vehicle using an internal combustion engine and an electric motor.

[0010] In one embodiment of the second control device according to the invention, the control device can be configured to increase the start detection value when the return value of the clutch pedal is less or when the amount of movement of the clutch member is less. In addition, in the control device, when the return value of the clutch pedal is equal to a predetermined maximum value at which the clutch is brought into a fully engaged state, or in which the amount of movement of the clutch element is equal to a predetermined maximum amount of movement at which the clutch is brought into a fully engaged state, the predetermined first value may be set as the start determination value when the amount of return of the clutch pedal is equal to the predetermined minimum value where the clutch is turned off, or when the displacement of the clutch member is a predetermined minimum displacement at which the clutch is turned off, a predetermined second value greater than the first value can be set as the value of the start definition, until the clutch pedal return value reaches a predetermined intermediate value between the minimum value and the maximum value of the maximum value, or until the displacement value of the coupling member reaches a predetermined intermediate displacement value between the minimum displacement value and the maximum displacement value from the maximum displacement value, the start detection value can gradually increase from the first value to the second value when the clutch pedal return value becomes smaller, so that the start detection value becomes the second value when the clutch pedal return value reaches an intermediate value or when the displacement value of the coupling element reaches an intermediate displacement value, and when the return value of the clutch pedal is between the intermediate value and the minimum value, or when the displacement value of the coupling element is between the intermediate displacement value and the minimum displacement value, the second value can be set as trigger definition values. Thus, it is possible to prevent the start of the internal combustion engine by changing the value of determining the start when the return value of the clutch pedal is small, or when the amount of movement of the engaging element is small.

[0011] In the first or second control device according to the invention, the required driving force can be calculated based on the opening of the accelerator.

Brief Description of the Drawings

[0012] FIG. 1 is a diagram schematically showing a main part of a vehicle that contains a control device according to a first embodiment of the invention.

FIG. 2 is a block diagram showing a launch control program that is executed by a vehicle control device.

FIG. 3 is a diagram showing an example of a relationship between a clutch pedal return amount and a start determination value.

FIG. 4 is a diagram showing another example of a relationship between a clutch pedal return amount and a start determination value.

FIG. 5 is a flowchart showing a launch control program that is executed by a vehicle control device in a control device according to a second embodiment of the invention.

FIG. 6 is a diagram showing an example of a circuit in which the amount of return of the clutch pedal and the opening of the accelerator are associated with the need to start the engine.

FIG. 7 is a diagram showing another example of a circuit in which the amount of clutch pedal return and accelerator opening are associated with the need to start the engine.

FIG. 8 is a diagram schematically showing a main part of another vehicle to which a control device according to the invention is applied.

FIG. 9 is a diagram showing an example of a relationship between a displacement amount of a first coupling member and a launch determination value.

FIG. 10 is a diagram showing another example of a relationship between a displacement amount of a first coupling member and a launch determination value.

FIG. 11 is a diagram showing an example of a circuit in which the amount of movement of the first coupling element and the opening of the accelerator are associated with the need to start the engine.

FIG. 12 is a diagram showing another example of a graph in which the amount of movement of the first coupling element and the opening of the accelerator are associated with the need to start the engine.

The implementation of the invention

[0013] (First embodiment)

FIG. 1 schematically shows a main body of a vehicle in which a control device according to a first embodiment of the invention is contained. In the vehicle 1A, an internal combustion engine 2 (hereinafter referred to as an engine) and a motor generator (hereinafter referred to as MG) 3 as an electric motor are installed as a source of driving force for movement. Those. vehicle 1A is designed as a hybrid vehicle. Engine 2 is a known spark ignition type internal combustion engine that is installed in a hybrid vehicle. MG 3 is a well-known motor generator that is installed in a hybrid vehicle and functions as an electric motor and generator.

[0014] A manual gearbox 10 is installed in the vehicle 1A (hereinafter abbreviated gearbox). Gearbox 10 is made in the form of a mechanical gearbox having gear shifting stages from first gear to fifth forward gear and reverse gear. The gearbox 10 includes an input shaft 11 and an output shaft 12. Toothed pairs (not shown) corresponding to the first to fifth gears and a reverse gear are provided between the input shaft 11 and the output shaft 12. Various gear ratios are set in the gear pairs of the first fifth gear. The gear ratio of the gearbox becomes smaller in the following order: gear pairs of the first gear, gear pairs of the second gear, gear pairs of the third gear, gear pairs of the fourth gear and gear pairs of the fifth gear. The gearbox 10 is designed in such a way that the transmission of rotation of any gear pair of gear pairs corresponding to the first to fifth gears and reverse gear is set optionally. The gearbox 10 includes a gear shift lever 13, which is actuated by the driver. In the gearbox 10, the driver actuates the gearshift lever 13, by which the gear pair used to transmit rotation between the input shaft 11 and the output shaft 12 is switched, and the gear shift stage is switched. The gearbox 10 is configured to shift to a neutral state, in which the rotation transmission between the input shaft 11 and the output shaft 12 is interrupted. When the gearshift lever 13 is brought into the neutral position, the gearbox 10 switches to the neutral state. The design of the gearbox 10 may be the same as the known manual gearbox that is installed in the vehicle. For this reason, its detailed description will not be given.

[0015] The input shaft 11 of the gearbox 10 is connected to the shaft 3a of the rotor MG 3 through the first clutch 20. The first clutch 20 is a known friction clutch. The first clutch 20 has a first engaging member 21 as an engaging member and a second engaging member 22 as an engaging member. The first coupling member 21 is connected to the rotor shaft 3a so as to be able to rotate as a unit. The second coupling element 22 is connected to the input shaft 11 so as to be able to rotate as a whole. The first engaging member 21 is provided to move between the full engagement position, where the first engaging member 21 comes into contact with the second engaging member 22 so as to rotate integrally with the second engaging member 22, and the fully disengaged position, where the first engaging member 21 is most far separated from the second engaging member 22. The first engaging member 21 is driven by the clutch pedal CP. When the clutch pedal CP is most depressed, the first clutch member 21 is moved to the fully disengaged position. In this case, the first clutch 20 is brought into a fully off state. If the clutch pedal CP returns gradually from the position, the first clutch member 21 moves gradually to the full clutch position. The state of the first clutch 20 when the first clutch member 21 is not in the fully disengaged position but the first clutch member 21 is separated from the second clutch member 22 is called an off state. In the fully off state and the off state, power transmission between the first coupling member 21 and the second coupling member 22 is interrupted. If the clutch pedal CP returns and the first clutch member 21 comes into contact with the second clutch member 22, the first clutch 20 engages in a semi-engaged state. The semi-engaged state is a known state in which power is transmitted between the first coupling member 21 and the second coupling member 22, while the first coupling member 21 and the second coupling member 22 rotate at different rotational speeds. After that, when the clutch pedal CP returns and depressing the clutch pedal CP is removed, the first clutch member 21 switches to the full clutch position. In this case, the first clutch 20 switches to a fully engaged state. The ratio between the clutch pedal CP and the state of the first clutch 20 is the same as in the known non-automatic clutch. For this reason, a detailed description will not be given.

[0016] The shaft 3a of the rotor MG 3 is connected to the output shaft 2a of the engine 2 through a second clutch 23. The second clutch 23 is also a known friction clutch. The second clutch 23 is configured to switch between the engaged state when the output shaft 2a and the rotor shaft 3a rotate as a whole and the off state when the output shaft 2a is separated from the rotor shaft 3a. The second clutch 23 is provided with an actuator 23a that switches the state of the second clutch 23. Thus, the second clutch 23 is made in the form of an automatic clutch.

[0017] The output shaft 12 of the gearbox 10 is connected to the differential mechanism 4. The differential mechanism 4 is a known mechanism that distributes input power to the right drive wheel 5 and the left drive wheel 5. The drawing shows only one drive wheel 5.

[0018] The operations of the engine 2, MG 3, and the second clutch 23 are controlled by the vehicle control device 30. The vehicle control device 30 is designed as a computer unit including a microprocessor and peripheral devices, such as RAM and ROM, necessary for the microprocessor to operate. The vehicle control device 30 stores various control programs allowing the vehicle 1A to move accordingly. The vehicle control device 30 executes programs that perform control for control purposes, such as engine 2 and MG 3. Various sensors that receive information related to the vehicle 1A are connected to the vehicle control device 30. For example, an accelerator opening sensor 31, a clutch pedal sensor 32, a crankshaft angle sensor 33, and the like. connected to the vehicle control device 30. The accelerator opening sensor 31 outputs a signal corresponding to the amount of pressing the accelerator pedal, i.e. accelerator opening. The clutch pedal sensor 32 outputs a signal corresponding to the clutch pedal CP return value. The return amount is the amount by which, based on the position of the clutch pedal CP, when the first clutch 20 is brought to the fully off state, the clutch pedal CP returns from said position. For this reason, the return value has a minimum value when the clutch pedal CP is in a position in which the first clutch clutch 20 is in a fully off state, and has a maximum value when the clutch pedal CP is in a position in which the first clutch clutch 20 is in a fully coupled state. The crankshaft angle sensor 33 outputs a signal corresponding to the rotation speed of the output shaft of the engine 2. In addition, although various sensors are connected to the vehicle control device 30, they are not shown. The vehicle control device 30 calculates the required driving force based on the opening of the accelerator, which is the driver’s action. The required driving force can be further calculated based on the gradient of the road surface and the vehicle speed.

[0019] In the vehicle 1A, a plurality of driving modes are implemented by controlling the operations of the engine 2, MG 3 and the second clutch 23. As a plurality of driving modes, the EV driving mode, the driving mode by the engine, and the like are set. In the EV-driving mode, the second clutch 23 is switched off, and the engine 2 is stopped. Then, the vehicle 1A is allowed to move at the expense of power from MG 3. In the driving mode with the engine, the second clutch 23 switches to the engaged state. Then, the vehicle 1A is allowed to move mainly due to the power from the engine 2. The vehicle control device 30 switches the driving modes according to the driving force requested by the driver for the vehicle 1A. For example, when the opening of the accelerator is less than the predetermined opening for the determination set in advance, the vehicle control device 30 switches the driving mode to the EV driving mode. When the accelerator opening is equal to or greater than the detection opening, the vehicle control device 30 switches the driving mode to the driving mode by the engine.

[0020] When the clutch pedal CP is actuated and the accelerator pedal is depressed while the vehicle is stopped, so that the first clutch 20 is switched from an off state to a fully engaged state, the vehicle control device 30 controls the engine 2 and MG 3 so that power is outputted from at least one of the engine 2 and MG 3. In this case, the vehicle 1A starts to move. That from which power is derived from engine 2 and MG 3 is determined according to the opening of the accelerator. At this time, when the engine 2 is stopped, the vehicle control device 30 determines whether to start the engine 2 based on the opening of the accelerator and the amount of depressing the clutch pedal CP, and when it is determined that the start of the engine 2 is necessary, starts the engine 2. Then the second clutch 23 is switched in an adhered state.

[0021] FIG. 2 shows a start-up control program that is executed by the vehicle control device 30 in order to control the operation of the engine 2 while the vehicle is stopped in this way. This control program is executed in a repetitive manner for a predetermined period during a stop of the vehicle 1A.

[0022] In this control program, first, in step S11, the vehicle control device 30 receives the state of the vehicle 1A. As the state of the vehicle 1A, for example, the opening of the accelerator, the amount of return of the clutch pedal CP, the rotation speed of the output shaft of the engine 2, and the like are obtained. They can be obtained based on the output signals of the sensors described above. In the process, various kinds of information related to the state of the vehicle 1A are also obtained. Next, in step S12, the vehicle control device 30 determines whether the engine 2 is stopped. The determination can be made based on the rotation speed of the output shaft 2a of the engine 2. When it is determined that the engine 2 is in operation, this control program ends.

[0023] When it is determined that the engine 2 is stopped, the process proceeds to step S13, and the vehicle control device 30 sets a start detection value based on the return value of the clutch pedal CP. The value of the start definition is the value that is set as the definition standard for determining whether the engine 2 should be started. The value of the start definition is compared with the opening of the accelerator to determine whether the engine 2 needs to start. .e. numerical values representing the opening of the accelerator from 0 to fully open. FIG. 3 shows the relationship between the return value of the clutch pedal CP and the start detection value. As shown in the drawing, when the return value of the clutch pedal CP is the maximum value at which the first clutch 20 is brought into a fully engaged state, the first determination value D1 is set as the start determination value. When the return value of the clutch pedal CP is the minimum value when the first clutch 20 is brought into a fully off state, the second determination value D2 is set as the start determination value. As shown in the drawing, a value representing an accelerator opening of 30% to 40% is set as the first determination value D1. As shown in the drawing, a value greater than the first determination value D1 is set as the second determination value D2. However, a value representing an accelerator opening of less than 100% is set as the second determination value D2. As shown in the drawing, a larger value is set as the start detection value when the return value of the clutch pedal CP is less. The ratio shown in the drawing can be obtained by experiment, numerical calculation, or the like. and may be stored in the ROM of the vehicle control device 30 in the form of a circuit.

[0024] Next, in step S14, the vehicle control device 30 determines whether the opening of the accelerator exceeds the start detection value. When it is determined that the opening of the accelerator is equal to or less than the start determination value, this control program terminates. When it is determined that the accelerator opening is greater than the start determination value, the process proceeds to step S15, and the vehicle control device 30 performs engine start control. In the engine start control, a starter motor (not shown) in the engine 2 is controlled to start the engine 2. After this, this control program ends. With the determination of starting the engine 2 in this manner, the value of the starting determination corresponds to a predetermined value according to the invention.

[0025] In the control device of the first embodiment, when the return value of the clutch pedal CP is less, the trigger detection value is larger. In this case, when the return value of the clutch pedal CP is small, the engine 2 is difficult to start compared to the case where the return value of the clutch pedal CP is large. For this reason, even when the driver presses the accelerator pedal erroneously, even with a small amount of clutch pedal CP return, it is possible to exclude the starting of engine 2. Accordingly, it is possible to eliminate the unnecessary starting of engine 2 while the vehicle 1A is starting to move. In this case, it seems possible to prevent the deterioration of fuel economy. In addition, since it is possible to eliminate unnecessary starting of engine 2, i.e. starting the engine 2, not provided by the driver, it is possible to eliminate an unpleasant sensation for the driver due to the sound of starting the engine 2 or vibration during startup. When the driver presses the accelerator pedal hard to quickly start moving the vehicle 1A, engine 2 starts. For this reason, it is possible to start the movement of the vehicle 1A using the engine 2 and MG 3.

[0026] The circuit that is used in setting the trigger determination value is not limited to the circuit shown in FIG. 3. For example, the circuit shown in FIG. 4. In FIG. 4 parts common with FIG. 3 are represented by the same reference numerals, and their description will not be repeated. In the diagram shown in the drawing, until the return value of the clutch pedal CP reaches a predetermined intermediate value from the maximum value, when the return value of the clutch pedal CP becomes smaller, the start detection value gradually increases from the first determination value D1 to the second determination value D2 . Then, the second determination value D2 is set between the intermediate value and the minimum value. The corresponding value between the minimum value and the maximum value is set as an intermediate value. For this reason, the first determination value D1 corresponds to the first value according to the invention, and the second determination value D2 corresponds to a second value according to the invention.

[0027] Even when the start determination value is set based on this circuit when the return value of the clutch pedal CP is small, the engine 2 is difficult to start compared to the case where the return value of the clutch pedal CP is large. For this reason, it is possible to eliminate unnecessary starting of the engine 2 during the start of movement of the vehicle 1A.

[0028] (Second embodiment)

Below, a control device according to a second embodiment of the invention will be described with reference to FIG. 5-7. This embodiment is also described with reference to FIG. 1 with respect to vehicle 1A. FIG. 5 shows a launch control program that is executed by the vehicle control device 30 in this embodiment. This control program is executed in a repetitive manner for a predetermined period during a stop of the vehicle 1A. In FIG. 5 steps common to FIG. 2 are represented by the same reference numerals, and their description will not be repeated.

[0029] In the control program of FIG. 5, the vehicle control device 30 advances the process to step S12 in a manner similar to the control program in FIG. 2. In step S12, when it is determined that the engine 2 is stopped, the process proceeds to step S21, and the vehicle control device 30 determines whether the start of the engine 2 is necessary based on the return value of the clutch pedal CP and the opening of the accelerator. FIG. 6 shows a diagram in which the return value of the clutch pedal CP and the opening of the accelerator are associated with the need to start the engine 2. As shown in the drawing, the entire graph of the circuit is divided into a start area A1, where the start of engine 2 is needed, and a stop area A2, where the start of engine 2 not needed, through line L definitions. For this reason, the start region A1 and the stop region A2 do not overlap. As shown in the drawing, the start region A1 is made narrower when the return amount of the clutch pedal CP becomes smaller. For this reason, the stopping area A2 becomes wider when the return amount of the clutch pedal CP becomes smaller. The need to start the engine 2 is determined according to the position of the point indicated by the return value of the clutch pedal CP and the opening of the accelerator on the graph of the circuit. When the point is in the start area A1, it is determined that the start of the engine 2 is necessary, and when the point is in the stop area A2, it is determined that the start of the engine 2 is not needed. The determination line L is included in the stopping area A2. For this reason, when the point is on the determination line L, it is determined that the start of engine 2 is not needed. The circuit can be obtained by, for example, experiment, numerical calculation, or the like. and can be stored in the ROM of the vehicle control device 30.

[0030] When it is determined that the start of engine 2 is not needed, this control program ends. When it is determined that starting the engine 2 is necessary, the process proceeds to step S15, and the vehicle control device 30 performs engine start control. After that, this control program ends.

[0031] In this embodiment, the need to start the engine 2 during the start of movement of the vehicle 1 is determined using the circuit shown in FIG. 6. In the diagram, the start region A1 becomes narrower when the return amount of the clutch pedal CP becomes smaller. For this reason, when the return value of the clutch pedal CP is small, the engine 2 is difficult to start compared to the case where the return value of the clutch pedal CP is large. Accordingly, as in the first embodiment, it is possible to eliminate the unnecessary starting of the engine 2 during the start of movement of the vehicle 1A. In this case, it seems possible to prevent the deterioration of fuel economy. In addition, it is possible to eliminate an unpleasant sensation for the driver due to the sound of starting the engine 2 or vibration during startup. On the other hand, when the driver strongly depresses the accelerator pedal intentionally, engine 2 can be started.

[0032] The circuit that is used to determine whether to start the engine 2 in the second embodiment is not limited to the circuit shown in FIG. 6. The need to start the engine 2 can be determined using the circuit shown in FIG. 7. In FIG. 7 parts common with FIG. 6 are represented by the same reference numerals, and a description thereof will not be repeated. In the graph of the circuit, the determination line L is provided so that until the return value of the clutch pedal CP reaches a predetermined intermediate value from the maximum value, the start region A1 becomes narrower gradually when the return value of the clutch pedal CP becomes smaller. In addition, in the graph of the circuit, the determination line L is designed so that until the return value of the clutch pedal CP becomes a minimum value from the intermediate value, the ratio of the start region A1 and the stop region A2 does not change.

[0033] Even when the need to start the engine 2 is determined by the circuit when the return value of the clutch pedal CP is small, the engine 2 is difficult to start compared to the case where the return value of the clutch pedal CP is large. For this reason, it is possible to eliminate unnecessary starting of the engine 2 during the start of movement of the vehicle 1A. In addition, it is possible to eliminate an unpleasant sensation for the driver due to the sound of starting the engine 2 or vibration during startup. On the other hand, when the driver intentionally strongly presses the accelerator pedal, engine 2 can be started.

[0034] A hybrid vehicle using the invention is not limited to the vehicle shown in FIG. 1. For example, the invention can be used in the vehicle 1B shown in FIG. 8. In FIG. 8 parts common with FIG. 1 are represented by the same reference numerals, and a description thereof will not be repeated. As shown in the drawing, in the vehicle 1B, the shaft 3a of the rotor MG 3 is connected directly to the input shaft 11 of the gearbox 10. Instead of a second clutch 23, a clutch 40 is provided. Similarly to the second clutch 23, the clutch 40 is designed as an automatic clutch, the state of which is switched by the actuator 40a.

[0035] In the vehicle 1B, a clutch pedal CP is also provided. However, the clutch pedal CP is not mechanically connected to the clutch 40. The vehicle control device 30 controls the actuator 40a according to the output of the clutch pedal sensor 32. For this reason, the clutch 40 is also actuated by the action of depressing the clutch pedal CP. However, the vehicle control device 30 executes a plurality of control programs for controlling the clutch 40, and also controls the clutch 40 based on the control programs. Those. the clutch 40 is controlled both by control programs that are executed by the vehicle control device 30 and by the clutch pedal CP.

[0036] In the vehicle 1B, the driver also activates the clutch pedal CP during the start of movement of the vehicle 1B. For this reason, when using the invention, it is possible to eliminate the unnecessary starting of the engine 2 during the start of movement of the vehicle 1B. In this case, it is possible to prevent the deterioration of fuel efficiency.

[0037] Thus, the invention can be used in various vehicles in which the driver engages the clutch during the start of movement, and the engine 2 can be separated from the drive wheel 5, despite the action of the driver, allowing the movement only with MG 3.

[0038] In the respective embodiments described above, MG 3 corresponds to an electric motor according to the invention. The first clutch 20 and the clutch 40 correspond to a clutch according to the invention. By executing the control program in FIG. 2, the vehicle control device 30 functions as a means for starting an internal combustion engine according to the invention. By performing step S13 in FIG. 2, the vehicle control device 30 functions as a means for adjusting the determination value according to the invention, and by performing step S14 in FIG. 2, the vehicle control device 30 functions as a determination means according to the invention. By performing steps S13, S14 in FIG. 2 and step S21 in FIG. 5, the vehicle control device 30 functions as a means of determining whether a start is required according to the invention. By performing step S15 in FIG. 2, the vehicle control device 30 functions as a launching means according to the invention. By storing the circuit of FIG. 6 or the circuit of FIG. 7, the vehicle control device 30 functions as a storage means according to the invention.

[0039] The invention is not limited to the respective embodiments described above, and may be embodied in various forms. For example, the gearbox of a vehicle to which the invention is applied is not limited to a gearbox in which the highest forward gear is a fifth gear. The highest gear forward gear may be third gear, fourth gear or sixth gear or more. A hybrid vehicle using the invention may be equipped with an electric motor instead of a motor generator.

[0040] In the respective embodiments described above, although the need to start the engine is determined by the amount of return of the clutch pedal, the need to start the engine can be determined based on the amount of movement of the first coupling element instead of the amount of return. The amount of movement of the first coupling element is the amount of movement of the first coupling element moving from the fully disengaged position to the full clutch position. For this reason, when the first coupling element is in the fully disengaged position, the amount of movement becomes minimal, and when the first coupling element is in the fully engaged position, the amount of movement becomes maximum. Those. when the return value of the clutch pedal is the minimum value, the amount of movement becomes minimum, and when the return value is the maximum value, the amount of movement becomes maximum. In this case, the clutch can be equipped with a sensor that outputs a signal corresponding to the amount of movement of the first coupling element, and you can refer to the output signal of the sensor. When the displacement value of the first coupling member is used, the circuit of FIG. 9 is used instead of the circuit of FIG. 3 and the circuit of FIG. 10 is used instead of the circuit of FIG. 4. In addition, the circuit of FIG. 11 is used instead of the circuit of FIG. 6. and the circuit of FIG. 12 is used instead of the circuit of FIG. 7. As will be understood from the drawings, when the displacement of the first engaging member is small, it is difficult for the internal combustion engine to start compared to the case where the displacement of the first engaging member is large. When the clutch pedal is mechanically connected to the clutch, the amount of movement of the first clutch member and the amount of return of the clutch pedal have a corresponding ratio. For this reason, even when the need to start is determined based on the amount of movement of the first coupling element, it is possible to obtain the same functional results as in the above-described embodiments. In the above embodiments, although it is determined whether to start the internal combustion engine by opening the accelerator, it can be determined whether to start the internal combustion engine using the required driving force instead of opening the accelerator. For example, when the required driving force is equal to or greater than the set start detection value, the start control can be performed so as to start the internal combustion engine.

[0041] In the first embodiment described above, the clutch provided between the engine and the MG is not limited to the friction clutch. For example, various clutches, such as an electromagnetic clutch, may be used as long as the clutches can connect or disconnect the motor and the MG. According to the invention, although the need to start the engine 2 is determined by comparing the values for determining the start and opening of the accelerator when the vehicle 1A is stopped and the engine 2 is stopped, and when the amount of the clutch pedal returns from the clutch pedal position, in which the clutch is fully turned off, less than a predetermined value, or when the amount of movement of the engaging element moving from a position in which the clutch is in the fully disengaged state e, to a position in which the clutch shown in a fully engaged state, is less than a predetermined value, the internal combustion engine is not started even when the accelerator opening is equal to the determination start. In this form, even when the driver depresses the accelerator pedal erroneously even with a clutch pedal return value less than a predetermined value or an engagement element displacement value less than a predetermined value, it is possible to prevent the internal combustion engine from starting. For this reason, it is possible to eliminate unnecessary starting of the internal combustion engine while the vehicle is in motion. In this case, it seems possible to prevent the deterioration of fuel economy. The predetermined value is a value to which the clutch is brought into a semi-engaged state from a fully off state, and the set value may be a value at which the clutch is brought into a semi-engaged state.

Claims (37)

1. The control device for a hybrid vehicle, and the hybrid vehicle includes: internal combustion engine as a source of driving force for movement, an electric motor as a source of driving force for movement, drive wheel, and a clutch comprising a clutch member, a clutch member and a clutch pedal, the clutch member and the clutch member being provided on a power transmission path between the internal combustion engine and the drive wheel, the clutch being configured to reposition the clutch member relative to the clutch member according to a pressing action clutch pedals so as to be able to switch between a fully engaged state and a fully off state, The fully engaged state is a state in which i) the clutch member and the clutch member rotate as a whole, and ii) power is transferred between the internal combustion engine and the drive wheel, and the fully off state is the state in which i) the clutch member is farthest separated from the gearing member, and ii) the power transfer between the internal combustion engine and the drive wheel is interrupted, moreover, the hybrid vehicle is configured to separate the internal combustion engine from the drive wheel to drive the drive wheel by means of an electric motor, the control device comprising: vehicle control device configured to a) calculating the required driving force based on the driver’s action, b) starting the internal combustion engine when the required driving force is equal to or greater than the starting determination value, and c) i) when the vehicle is stopped, the internal combustion engine is stopped and the amount of clutch pedal return from the position of the clutch pedal, in which the clutch is fully turned off, is less than the set value, or ii) when the vehicle is stopped, the internal combustion engine is stopped and the displacement of the clutch member moving from the position in which the clutch is fully engaged to the position where the clutch is fully engaged is less than a predetermined value, prevent starting the internal combustion engine even when the required driving force is equal to the value of the start determination. 2. A control device for a hybrid vehicle, the hybrid vehicle including: internal combustion engine as a source of driving force for movement, an electric motor as a source of driving force for movement, drive wheel a clutch comprising a clutch member, a clutch member and a clutch pedal, the clutch member and the clutch member being provided on a power transmission path between the internal combustion engine and the drive wheel, the clutch being configured to reposition the clutch member relative to the clutch member according to a pressing action clutch pedals so as to be able to switch between a fully engaged state and a fully off state, The fully engaged state is a state in which i) the clutch member and the clutch member rotate as a whole, and ii) power is transferred between the internal combustion engine and the drive wheel, and the fully off state is the state in which i) the clutch member is farthest separated from the gearing member, and ii) the power transfer between the internal combustion engine and the drive wheel is interrupted, the hybrid vehicle is configured to separate the internal combustion engine from the drive wheel to drive the drive wheel by means of an electric motor, the control device comprising: vehicle control device configured to a) calculating the required driving force based on the driver’s action, b) starting the internal combustion engine when the required driving force is equal to or greater than the starting determination value, and c) i) when the vehicle is stopped, the internal combustion engine is stopped and the amount of clutch pedal return from the position of the clutch pedal in which the clutch is fully turned off is small, increasing the start detection value compared to when the clutch pedal return value is big, or ii) when the vehicle is stopped, the internal combustion engine is stopped and the amount of movement of the clutch member moving from the position where the clutch is fully engaged to the position where the clutch is fully engaged is small, increasing the determination value starting compared to when the amount of movement of the engaging element is large. 3. The control device according to claim 2, in which the vehicle control device is configured to increase the start detection value when the clutch pedal return value is less, or to increase the start determination value when the displacement value of the engaging member is less. 4. The control device according to claim 2, in which the vehicle control device is configured to a) when the return value of the clutch pedal is equal to the predetermined maximum value at which the clutch is fully engaged, setting the predetermined first value as the start detection value, or when the displacement value of the engaging element is equal to a predetermined maximum displacement value at which the clutch is brought into a fully engaged state, setting as a start detection value a predetermined first value, b) when the return value of the clutch pedal is a predetermined minimum value at which the clutch is fully turned off, setting the start value of the predetermined second value greater than the first value, or when the displacement value of the engaging element is equal to a predetermined minimum displacement value at which the clutch is brought into a fully off state, setting, as a start detection value, a predetermined second value greater than the first value, c) until the return value of the clutch pedal reaches a predetermined intermediate value between the minimum value and the maximum value of the maximum value, gradually increase the start detection value from the first value to the second value when the return value of the clutch pedal decreases, so that the determination value the start value becomes the second value when the clutch pedal return value reaches an intermediate value, or until the displacement value of the engaging member reaches a predetermined intermediate amount of displacement between the minimum displacement and the maximum displacement from the maximum displacement, gradually increasing the trigger detection value from the first value to the second value, when the displacement of the engaging element decreases, so that the trigger determination value becomes the second value when the displacement of the engaging member reaches an intermediate th amount of displacement, and d) when the return value of the clutch pedal is between the intermediate value and the minimum value, setting the start value of the second value as the determination value, or when the displacement amount of the engaging element is between the intermediate displacement amount and the minimum displacement amount, setting the second value as the start determination value. 5. The control device according to any one of paragraphs. 1-4, in which the vehicle control device is configured to calculate the required driving force based on the opening of the accelerator.

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